Railway car



RAILWAY CAR Filed May 1, 1929 8 Sheets-Sheet l J. R, BLACKHALL. ET ALAug. 9, 1932.

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Patented Aug. 9, 1932 UNITED STATES PATENT \OFFICE JOHN ROBERTBLACKHALL, OF HIGHLAND PAR-K, AND HARVEY S. PARDEE, OF RAVINIA,

' ILLINOIS; SAID PARDEE ASSIGNOR TO SAID BLACKHALI:

RAILWAY can Application filed May 1, 1929. Serial N0. 359,480.

This invention relates to railway cars, and with regard to certain more'specific'features, to electric railway cars.

Among the several objects of the invention may be noted the provision ofan improved railway car which is light, yet rigid in construction, whichis adapted to all the exigencies of heavy and fast traflic and which atthe same time will be economical of construction and operation; and theprovision of a car of the class described having 1mproved structuralfeatures for accomplishing the above. Other objects will be in partobvious and in part pointed out hereinafter.

The invention accordingly comprises the elements and combinations ofelements, features of construction, and arrangements of parts which willbe exemplified in the structure hereinafter described, and the scope ofthe application of "which will be indicated in the following claims.

I In the accompanying drawings, in which is illustrated one of variouspossible embodiments of the invention,

Fig. 1 is a side elevation of the car;

Fig. 2 is a front elevation of the car;

Fig. 3 is a longitudinal section taken on a median line;

Fig. 4 is a side elevation of an inner W111- dow frame; I p

Fig. 5 is a cross section taken on line 5-5 of Fig. 4;

Fig. 6 is a cross section taken on line 6-45 of Fig. 4;

Fig. 7 is a cross-section taken on lme 7-7 of Fig. 4;

Fig. 8 is a side elevation of an outer window frame;

Fig. 9 is a cross section taken on line 9-9 l0 of Fig. 8;

Fig. 10 is a vertical section along line 1 010 of Fig. 2 taken through awindow mullion at the end of the car;

Fig. 11 is a cross section through a front, side window taken on line111l of Fig. 2;

Fig. 12 is a horizontal section taken along line 12-12 of Fig. 10;

Fig. 13 is a horizontal section taken along line l313 of Fig. 11;

Fig. 14 is a vertical section taken at a side pier and also showing aheater arrangement;

Fig. 15 is a vertical section taken at a side window showing a windowoperating mechanism below the same;

Fig. 16 is a vertical section takenthrough the side of a car body at amullion;

Fig. 17 is a lateral section, being an enlarged portion showing a roofdetail;

Fig. 18 is a cross section showing the construction of the car sideframing;

Fig. 19 is an enlarged longitudinal section taken along line 1919 ofFig. 2;

Fig. 20 is a continuation of the lower end of Fig. 19, being taken alongline 2020 of Fig. 2; and,

Fig. 21 is a detail section showing the construction at the top oftheside window.

Similar reference characters indicate corresponding parts throughout theseveral views of the drawings.

Referring now more particularly to Figs. 1 and 3, there is illustratedat numeral 1 a car body having a floor 3 and a roof 5 with suitablesides 7 and front and rear ends 9 and 11 respectively. As will be shownhereinafter, practically all of the body, floor and frame memberstherefor are composed of strong aluminum alloy, heat treated, temperedand rolled sheets and extruded structural sections. This means that thesame strength as structural steel is had at about one ,third. of theweight of steel, the above being made possible by the constructionhereinafter to be set out. The roof 5 is covered with a suitable cedarand canvas covering 13 (Figs. 17 and 19) and a drain spout or drip rail15 is provided its edge. The roof canvas is stretched down over thecedar wood and at the edge caught under a strip 37 that is screwed to asubstantially V-shaped drain spout or drip rail 15, the latter beingcomposed of an extruded aluminum section. Hence the roof canvas isstretched tightly but easily removed. The drip rail is slotted at theoutside of its V-shape at several points 2 (not over the doors orwindows) in order to drain water away from said doors and windows andaway from the car in general (see Fig. 17).

The inside ceiling 17 of the car is spaced downwardly from said roof 5,the roof being supported by suitable aluminum carlines.

The sides 7 of the body 1 are composed of inner walls 19 and outer walls21, the former having the necessary thickness and strength for effectingrigidity and the latter comprising a lighter paneled covering 23, easilyunscrewed if dented or otherwise damaged, as in an accident (see Figs.14 to 17 Also, undamaged panels 23 may be removed for inspectionpurposes without damaging them. Screws 6 are shown for example in Figs.14 and 15.

Referring to the car broadly, it may be noted that the drawings show acar with a single front entrance 53 but it is to be understood that adouble-end car may be had by providing another entrance at the rear.

The car is interiorly heated by electric resistors 39 (see Fig. 14)placed along the sides of the car at the floor line next to and underthe seats 43 which are also placed along the sides of the car. Theheaters themselves comprise suitable coils placed on edge within alongitudinal guard 41 being energized from the electric circuits of thecar. They are removable, which is an advantage.

Between the ceiling 17 and the roof 5 are provided sideward,longitudinal spaces 45 running the length of the car and divided from acentral, longitudinal space 47 (see Figs. 3 and 17). Communicating withthese longitudinal side spaces 45 are ventilation intakes 49, providedat the top front of the car, as illustrated in Fig. 2. The air whichenters these intakes, because of the motion of the car, is conductedrearwardly and then forced down between the outer and inner walls 21 and19 respectively (hollow sides of the car), and thence to openings 51contiguous to the heaters 39 and out through the guards 41 to heat theinterior of the car. The passage between the side walls 19 and 21 iseffected by way of spaces 14 between car windows, ee Figs. 1, 14, 17 and18) these spaces communicating with the longitudinal spaces 45 at thetop of the car. The air is then drawn out through openings 16communicating the interior of the car with the central passage 47. Theair is drawn by an exhaust fan 8 located rearwardly in the centralpassage 47. The exhaust fan throws the air out rearwardly through acentral opening 18. The arrows indicate the circulation.

As illustrated in Figs. 10 and 11, the ventilation intakes 49 areprovided with louvres 62 which are rotatable on a horizontal axis andcontrollable from a single bar 64 by means of a lever 66, the latterbeing operated by a rod 68 from a suitable solenoid mechanism 70 whichis under control of a thermostat 72. The thermostat is located withinthe car at or near the passenger compartment so that the temperaturewhich is seen that the connection betweenthe roof and' the side of thecar permits the passage of air downwardly to the heaters. Thelongitudinal wooden member 58 is discontinuous,

leaving openings above the passages 14.

It is to be understood that although, as described hereinbefore, a oneman car with a single front entrance is herein shown, yet the same broadprinciple of ventilation may be applied to a double end car.

It is clear that the number of possible arrangements and/0r adjustmentsfor circulation may be multiplied by placing other openable outletsand/or inlets 28 in the ends of the passages 20 and 22.

In Figs. 4 to 9 is shown an improved type of inner window frame or panel139 for the windows, a plurality of the e panels being used on each sideof the car. These panels are made of improved aluminum extruded sectionsjoined by corner castings for purposes of lightness and accuracy. Eachcomprises a frame 141 sub-divided into three panels by narrow mullions143, there being left the wider spaces 14 between the respective windowpanels for conducting air downwardly as mentioned above under theheating and ventilating heading (see Fig. 18).

In this connection it should be noted that the spaces 14 are locatedbetween piers 42, the window frames connecting with sa1d piers. Asindicated 1n Fig. 5, each of these frames screws into position on thecar and may be Referring to Figs. 1, 6, 8, 9, 15 and 18, it v will beseen that there is held to the outside of the car body, contiguous tothe panel 139 a second frame 157 having a groove 159 therearound on thetwo vertical sides and top of each sub-panel 161 therein for the purposeof receiving a rubber or felt silencer 149 for sealing a window panel151 which slides within the silencer in the groove 159. This outer frame157 is also composed of extruded sectional aluminum sides 50 heldtogether by corner castings 52,also for lightness and accuracy. An ea-ve54 depending below the groove 159 permits the windows to be openedslightly on rainy days without water being the mullions 143. It is tobe'understood that two mullions 143 are used with each pair of inner andouter removable window frames and that part of the groove 147 for thecurtains is in the inner frame 139 and part in the mullions 143; alsopart of the window holding groove 159 is in the outer frame and part insaid mullions 143 (see Figs. 4,

6 to 9 and 18). Space for the curtain roller 169 is provided above eachwindow between the outer frame 157 and the inner frame 139 see Fig. 21).It is clear that the outer rame 157 may also be readily removed.

The lower sills 171 of the outer and inner frames arespaced so as topermit passage of the panes 151 downwardly into the space between theinner and outer walls 19 and 21 before the windows (see Fig. 15). Eachpane is supported by a rubber dam 173, said member 173 having an outermetallic holder 175 and each pane is vertically operable by means of anautomotive type of operating mechanism 177 controllable by a rotatablehandle 179. The details of the mechanism 177, being known, will not befurther described. Fig. 16 further shows the appearance of sections nearthe windows taken at some distance of the operating mechanism shown inFig. 15.

The applications of the above principles to the window at the front andside of the car is shown in Figs. 10 and 11, wherein outer and innerframes 181 and 183 respectively are shown with a slidable pane 185operable by a suitable mechanism shown at numeral 187. Figs. 10 and 12show the character of the connection with a mullion 189 which is splitand held together with screws along line 56 for providing means forglass placement. It will be noted that the mullions 143 for the sidewindows are likewise split (Fig. 7 Figs. 11 and 13 show an alternativewindow form used at the front of the car wherein the spaced inner and;outer frames form a groove 191 for guiding the curtain 193, the latterbeing rolled up in a space 195 above the window as was the case with theside windows described in 5 connection with Figs. 14 to 16 and 21. Itwill be noted that Figs. 10 and 11 also show the intakes 49 forcirculating air.

Fig. 19 shows the construction at the upper front end of the car abovethe frame.

front win-. 7

tained.

As many changes could be made in carrying out the above constructionswithout departing from the scope of the invention, it is intended thatall matter contained in the above description or shown in theaccompanying drawings shall be interpreted as illustrative and not in alimiting sense.

Weclaim: V 1

1. A car body comprising sides having frames removably fastened to theinner wall and outside removable window frames fastened to the outerwall, said-frames having common mullions.

2. A car bod spaced inner an outer walls, inside window frames removablyfastened to the inner wall and outside removable window frames fastenedto the outer wall, said frames having common mullions, and spacingbetween suc-j cessive sets of frames functioning as air ducts.

3. In a railway car, side walls comprising piers, outside windowfr'ameslocated between pairs of piers, inside window frames located betweenpairs of piers, said frames abutting between piers, aninsi'de wall plateheld between the inside frame and pier and an outside wall plate heldoutsideof'the outside comprising sides having In testimony whereof, wehave signed our names to this specification this 26th. day of April,1929. d

' JOHN ROBERT BLACKHALL.

HARVEY S. PARDEE.

dow wherein is shown a recess .199 behind which is located a car marker201 which by- I means of a crank 203 is adapted to have the markingschanged. The crank 203 is operated by the motorman who is nectionbetween the ceiling 17 and the front end of the car. The front window205is not adapted to be opened. However, it is ampl recessed as shown sothat a. great chordal dislocated behind the front wlndow. Fig. 19 alsoshows the con- 80 spaced inner and outer walls, inside window

